Steam-engine.



No. 655,775. Patented Aug. M, 1900. E. H. YGOLLINGS.

- STEAM ENGINE.

[Application filed 055. 19, 1899.) \0 Model.) 3 Sheets-Sheof I,

ZWVE/v TOR [LL/CA H. GoLLlNcs TNE'S'SELS.

THE nomus PETER? co Puoraumu" wasumm'ou, [L c.

No. 655,775. Patelited Aug. l4, I900.

E. H. GOLLIN'GS.

STEAM ENGINE.

(Application filed Oct. 19, 1899.) (No Model.) 3 Sheets-Sheet 2,

w ITNEZSSE-S! No. 655,775. Patented Aug. l4, I900;

' E. H. GOLLINGS.

STEAM ENGINE.

(Apiflicatiqn filed Oct. 19, 1899.)

(No mm. a Shasta-Sheet 3.

HAY/l 7 TORNEY-S.

EnLIoK I'I. GOLLINGS, or CHICAGO, ILLINOIS, ASSIGNOR To HIMSELF Ann JOHNnnwrrr, or SAME PLACE.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 655,775, dated August14, 1900.

l Application fil d October 19, 1899- Sei'ial No. 734,042. (No model.)

1'0 6M6 w/wm it may concern:

Be it known that I, ELLIOK I-I. Go iNes, a citizen of the United States,residing in Chi cago, in the county of Cook and State of Illinois, haveinvented a new and useful 1mprovement in Steam-Engines, of which thefollowing is a specification.

This invention is an improved and perfectly-practicable construction ofsteam or gas engine capable of highspeed without jarring, and obtaininga larger percentage of available power in proportion to the amount ofsteam or gas used than the comm only-used forms of engines.

In the ordinary engine much power is Wasted because it is expended inmoving complicated parts and in causing shocks to the engine itself,which shocks are commonly of two kinds. One kind occurs in the cylinderand is caused by the impact of the steam against the stationary head orheads of the cylinder. The other kind is caused by the thrust of thepiston-rod and is usually resisted by the cross-head guides, or in somecases the connection between the piston and the crank is more indirectand embraces one or more levers pivoted to some stationary part of theengine, so that such stationary parts of the engine are compelled toresist the thrust, at least in part. The thrusts are also usuallytransmitted in one direction only to the crank, and the resistance ofthe load on the crank-shaft tends to constantly urge the shaft out ofline and wear its bearings unevenly.

All kinds of shocksare objectionable, not only because they consumepower, but chiefly because they retard the motion and aifect thestability of the engine and sooner or later so rack and injure it as toimpair and eventually destroy its usefulness and necessitate thesecuring of the engine to a heavy foundation. I have found that if theshocks occurring in the cylinder are prevented, as they may be, and thethrusts of the piston are neutralized or counteracted at the crankshaftwithout transmitting any portion of them to a stationary part of theengine, an engine may be produced which will run at a speed exceedingfive hundred revolutions per minute-such, for instance, as is requiredin operating dynamos-be economical in its ing direct by means ofcombined piston-rods.

and pitmen and without any connection to the bed or frame or anystationary part of the engine, so that the entire thrust of all thepistons is borne by the crank-shaft and not by the bed or frame or anystationary part of the engine, and the pistons are directly connected tothe crank-shaft, which lies between and transversely of the twocylinders, and no intermediate indirect connections-, such as shafts,levers, &c.-are employed, and inasmuch as the thrusts of the two innerand two outer pistons come upon opposite sides of the cranks theybalance one another, and thereby obviate the unequal wear of thebearings and the jarring. I have already built an engine of the kindhere set forth, and have run it in excess of five hundred revolutionsper minute without its be ing attached to any foundation, and it hasremained perfectly steady and free from jars or vibrations, and hasshown very high efficiency.

The invention therefore consists in the novel and improved constructionof a double or duplex engine, as hereinafter described in detail andillustrated in the accompanying drawings, in which- Figure 1 representsa longitudinal vertical section of myimproved engine; Fig. 2, alongitudinal section of the engine on the line A A of Fig. 1, and Fig. 3a transverse section on the line B B of Fig. 1.

In said drawings, 4- represents one of the cylinders, and 5 and 6represent two oppositely-moving single-acting pistons in said cylinder.These pistons are made long enough to act as guides'for the combinedpiston-rod eccentric rocks a bell-crank lever 20,which directly andentirely by the pistons at one inder 24:, which, together with itspistons,

pitmen 11 and 13. Steam is admitted to the center of the cylinderbetween the pistons by a port 7, controlled by a valve 8 in the chest 9.The inner piston 5 is connected directly to the crank 10 by the pitman11, and the outer piston 6 is provided with a yoke 12 at its outerend,'the arms of which are outside the cylinder and are each pivotallyconnected to the pitman 13, which extends to and is joined to cranks 14.The drive-shaft is shown at 15, and these last-mentioned cranks arearranged upon the opposite side of it from the crank 10. The shaft maycarry the usual fly wheel or wheels 16. The valve 8 is mounted on asliding rod 17 and is actuated by an eccen-. trio 18 on the drive-shaft,the rod 19 of which is connected to the rod 17, as plainly indicated atFig. 1. By this or other suitable means the valve is operated andcontrols the admission of the steam. The valve in one position admitsthe steam from the conduit 21 andcloses the exhaust 22, and in the otherit closes the inletand opens the exhaust. At the opposite side of thedrive-shaft is a cylvalves, &c., is substantially like those alreadydescribed, being shown at 25 and 26,- and the steam port, valve, andchest at 27,

28, and 29, respectively. The inner piston 25 isconnected to crank 10 bythe pitman 31, and the outer piston 26 is provided with a yoke32,similar to yoke 12, and the arms of such yoke are connected to thecranks 14 by pitmen '33 in the same manner as are the arms I of yoke 12.The valve 28 is also mounted on rod 17 and controls the admission ofsteam from-conduit 41 audits exhaustion through 1 the outlet 42 in thesame manner as in the case ofvalve 8.

Ina double-cylinder engine like that shown the inner pistons both pushon the crank 10 in alternation-With each other, while the outer pistonsboth pull on cranks '14 in alternation with each other. The inner andouter pistons-of each cylinder act simultaneously on their respectivecranks and with corresponding power, so that the thrust of one piston isfullybalanced and neutralized by-that of the other piston, the cranksthus receiving and sustaining within themselves the entire force of thethrustsof both, butwithout any tendency being imparted to them orthrough them to the shaft to displace the latter or cause it to wearits'bearings unequally.

It Willbeobserved that in the construction shown there are nointermediate supports or connections employed between the pistons andthe crankshaft-other than the pitmen-- that is, there are nointermediate levers,'rockshafts, cross-head guides, &c., which requirefulcrums, journal-bearings, or supports upon the main frame, the pitmenbeing supported end and by the crank-shaft at the other.

The steam is admitted alternately into the cylinders, so that twoimpulses are given the main shaft at each revolution thereof.

An important advantage attending my in vention is that the pitmen alwaysbear against the same side of the crank wrist-pins while working, sothat it is rendered an easy matter to prevent any lost motion at thewristpins, and thus avoid a fruitful source of trouble in engines now inuse.

By the construction as shown and described a perfectly-balanced compactsimple engine is produced, which practically realizes the advantagesvabove stated of the inventionandgives that perfect balancing of movingparts whereby rapid steady running is insured, unattainable insingle-cylinder engines, which I am now aware have been constructedembodying a double-crank shaft, an open-ended cylinder, apair ofoppositely-moving pistons in such cylinder, and pitmen connecting thepistons with opposite cranks of such shaft. Such single-actingsingle-cylinder engines I do not claim, as they are incapable of beingbalanced so as not to transmit jars to the main frame, and can give butone impulse to the main shaft for each revolution and do not embody myin *vention. I therefore disclaim such singlecylinder engines, and onlyclaim herein the novel double-cylinder engine, substantially as hereinshown and described.

Having thus described my invention, what .I therefore claim as new,anddesire to secure 'by Letters Patent, is-

1. In an engine, the combination of a crankshaft, a pair of cylindersarrangedat opposite sides of the crank shaft, at right angles thereto;and a pair of pistons in eachcylinder; with pitmen directlyconnecting'both of the inner pistons to one crank of the shaft so thatthese pistons move alike and in the same direction; and pitmen directlyconnect ing both of the outer pistons'toanothercrank of the shaft sothat the outer pistons also move alike and in the same direction; andmeans for admitting the actuating fluid between the pistons in theopposite cylinders, substantially as described.

2. In an engine, the combination of apa ir of opposite cylinders; acrank-shaft'lying transversely of and between said cylinders, andprovided with oppositely disposed cranks, and a pair of pistons in eachcylinder; with pitmen directly connecting the inner pistons to onecrank; pairs of pitmen having their outer ends connected 'to theoutermost pistons, and their inner ends connected to the crank-shaftopposite the connections of the inner pistonsthereto, whereby the innerpistons move together in the same directionand oppositely to the outerpistons which also move alike and in the same direction, and means foradmitting the propelling fluid alternately between the pistons in theopposite cylinders, for the purpose and substantially as described.

'the outermost pistons, at each side of the cylinders, and their innerends connected to the outermost cranks, whereby the inner pistons movetogether in the same direction and oppositely to the outer pistons whichalso move together and in the same direction; and means for admittingthe propelling fluid between the pistons in the opposite cylinders,alternately, for the purpose and substantially as described.

ELLIOK H. GOLLINGS. Witnesses:

EDW. S. EVARTS, H. M. MUNDAY.

